Ship.



\ No. 628,757. Patented July ll, I399.

G. A. OHADDOCK.

SHIP.

(Appucgtion filed Dec. 28, 1896.)

(No Model.)

wi rw i? Inventm' Qb v m: nomgls PETERS 9a,, Pnoroumu, WASNINGTON. a. c

v Patented luly II, I899. G. A. CHAIJDOCK.

SHIP.

(Application Med Dec. 28, 1898.)

5 Sheets-Shaet 2,

u na

mktLavbk Attorney Inventor 25 W (No Model.)

7 7M: NORmS PETERS co. Pno'rmumm WASHINGTUN, n. c.

No. 628,757. Patented July ll, I899. G. A. CHADDOCK.

No. 628,757. Patented luly ll, I899.

G. A. CHADDOCK.

SHIP.

(Application filed Dec. 28, 1898.)

5 Sha'ets-Shaet 4.

(No Model.)

(No Model.)

E. A. CHADDUCK.

SHIP.

(Application filed Dec. 28, L896) I'l l i NORRIS PETERS ca, morn-Lima.wxsumumu, o. c.

Patented July n, 18:99;

5 Shear-Sheet 5.

, Unrrnn hrn'rns Farmer @rrrcn.

GEORGE ALBERT CIIADDOCK, OF LONDON, ENGLAND.

Si-Hi SPECIFICATION forming part of Letters Patent No. 628,757, datedJuly 11, 1899.

Application filed December 28, 1896. $erial No. 617,219. (No model.)

T 60% whom, it may concern..-

Be it known that I, Gnoncn ALBERT CHAD- DOCK, master mariner, of 6Crosby Square, London, England, have invented certain new and usefulImprovements in Ships, (for which I have obtained Letters Patent inGreat Brit ain, No. 13,914, dated June 23, 1896, and in France, No.269,567, dated August 12, 1897,) of which the following is aspecification, reference being had to the accompanying draw- 1ngs.

This invention relates to improvements in merchant and other ships, andhas for its objects the greater security of the ship and of life andproperty therein when at sea.

By my invention I make'the decks capable of resisting the upwardpressure of water from below, as well as the weight of cargo on top, andI provide for closing the hatchways or other openings by hatchesbatteued up or socured by being drawn upward against the hatch coamingsor carlines instead of being secured by battening down as heretofore orby simply laying on from the top. By these means the hatch is madecapable of resisting the upward pressure of water from below withoutbringing the stress of such pressure on the bolts or other fastenings,and so greater security is obtained than is possible with hatchesconstructed and secured as fore.

My improved hatches are preferably constructed to slide in guideways oron rollers underneath the deck as close as possible or convenient to thedeck-beams, and the said hatches are secured when closed by devices thatpress them tightly against the coamings or carlines of the hatch andagainst the strengthening fore-and-afters and crossbeams in the hatchwaywhere such are used, any suitable water-tight medium being employed toinsure a water-tight joint.

My invention also includes other improvements hereinafter described.

In constructing a ship according to my invention I prefer to provide alower securitydeck I, Figure 10, adapted to resist the up ward pressureof water in the event of the bottom of the ship being rent by strikingagainst a rock or otherwise, the said deck I being, as already stated,also capable of resistingthe weightof cargo on top thereof.

hereto The spacing of such security-deck I should be regulated by thebuild of the ship, the

1 number of decks thereon, and the height of freeboard when loaded. Thestanchions that I use for securing the deck act not merely as pillars tosupport the weight of the decks, but they act to resist the upwardpressure of water or air against the deck when water enters the holdfrom below. For this purpose I considerably extend or enlarge the baseand head of the stanchion for the reception of a suffioient number ofbolts to insure the requisite holding power equivalent in-strength tothat of the stanchion. stanchions are suitably'shaped in all cases toproperly fit the parts to which they are attachedthat is to say, whetherthe keelson or sister keelsons and deck-beams-and the said parts arewhere necessary suitably strengthened to bear the strain that may comeupon them. The enlargement of the heads of the stanchions is shown inFig. 3. This same system of staying the deck may be applied to the upperdecks, as well as to the lower securitydeck, and,in combination with thehatches now to be described, insures a very strong and safe ship.

Referring to the accompanying drawings, Fig. l is a plan of a hatchwayadapted to be closed by two hatches, a portion of the deck-flooringbeing removed to show the guides for the hatches. Fig. 2 is alongitudinal section, and Fig. 3 is a transverse section, of the hatch.Fig. 4 is a side elevation of a removable beam forming a guide andsupport for the inner sides of the batches and showing the manner ofsupporting the said beam by the coamings. Fig. 5 is an end View of thesaid beam on a larger scale, and Fig. 6 is a transverse section on theline of Fig; 4, also on a larger scale. Fig. 7 is a plan showingdiagrammatically one arrangement where several hatches are employed toclose the hatchway. Fig. 8 is a fore-and-aft section, and Fig. 9 is atransverse section, of a companion-way and hatch constructed accordingto my invention; and Fig. 10 is a diagrammatic longitudinal section of aship,

showing the security-deck and an arrange ment of pipes for draining thedecks, as hereinafter described.

Like letters and numerals of reference de The base and head of the beamsD} C O are rollers*provided in the guides to facilitate the slidingmovements of the hatch.

E E are the coamings or carliues of the hatchway, firmly secured byangle-brackets E or otherwise to the deck-beams. To close the hatchway,the hatch is moved from under the deck into position under the hatchwayand is then drawn upward by bolts F F and pressed tightly against theedge of the coamings or cal-lines. The securingbolts are placed atsuitable intervals all around the hatchway and are provided with headsadapted to eugage with the edge of the hatch, as shown, or in someinstances with lugs or arms projecting from the hatch. The bolts on oneside of. the hatchway can when slackened be turned and raised out of theway of the hatch, so as to allow the hatch to inovein and out asdesired. I V

To insure a good water-tight joint between the hatch and the coamings, Ifurnish the former with india-rubber or other suitable packing materialA, placed in a groove or otherwise secured in position. Asingle movinghatch would of course be suitable only for small hatchways or openings.For closing large hatch ways it is necessary to provide two or morehatches. Figs. 1, 2, and 3, for example, show a preferred constructionsuitable for new ships with spacing specially arranged therefor, twolong hatches being arranged side by side and working fore and aft oracross. The joint between the hatches is made by a central removablebeam G, constructed with guide grooves or channels at the sides andfurnished with rollers G toact as guides for the inner adjacent edges ofthe hatches. The ends of the said beam are suitably supported by thecoamings, preferably by lugs E provided on the face of the coamings, asshown in Fig. 4, and locked by bolts G which serve to tighten thepacking materialG against the coamings and make a water-tight jointtherewith. The beam can be speedily removed after the hatches are slidback by removing the locking-bolts and then moving or turning the beamlaterally. The enlarged end view and section of this beam shown in Figs.5 and 6 illustrate its construction. The boltsG act through plates G tocompress the packing against the beam and co'a'mings to insure awater-tight joint.

' G5 G are bolts for securing the hatches to the beam. The said boltsare preferably T- shaped, and the arms maybe bent or straight and may bepivoted at the center. When the said bolts are tightened up, the ends ofthe arms bear against the lower faces of the two hatches and press thehatches against the upper face of the grooves in the beam. The hatchesare fitted with packing material and a water-tight joint is insured. Thepacking material A at the ends of the hatches is made with a bevelededge, as shown in Fig. 5, to fit closely against thecorrespondingly-beveled edge of the packing G so that the two packingscan overlap and make a secure joint without necessitating more than onethickness of packing.

After the hatches are secured in place I prefer to further support themand the hatchway by cross-beams H, inserted between the sides of thehatchway in line with the deck-beams. The hatch may, if desired, besecured to these beams, and compressible hearing or packing pieces maybe inserted between the hatches and the said cross-beams, so that thelatter may assist in supporting the hatch against upward pressure.

The center guides O for the hatches may be arranged on each side of theinidship stanchions without interfering therewith. The hatches may bestrengthened by the central bulkhead or by shifting boards, Where suchare used; but if the ship is not constructed with a central bulkhead andis not furnished with shifting boards the hatches may be strengthened toresist upward pressure by stanchions above same in lieu of 'or inaddition to the cross-beams above referred to.

It is obvious that the number and arrangement of the hatches for eachhatchway may be varied Without departing from the spirit of myinvention. For example, in Fig. 7 I have shown a large hatchway closedby five hatches, two of which open forward, two laterally on oppositesides, and the fifth, which is a long one, also opens laterally. I canprovide any other arrangement of hatches, according to the availableroom as controlled by the ships sides and bulkheads and position of thehatchway.

If in any case thecoamings are not continuous by reason of theinterposition of a bulkhead-for example, at the fore-and-after end ofthe hatchway-the completion of the coa'm ings may be effected by asuitable attachment on the bulkhead, which would be furnished With thenecessary fixtures for securing the hatches.

In all cases a protective sheathing is provided to prevent the cargoshifting to such a position where it would interfere with the opening ofthe hatches I In applying my invention to small hatches forcompanion-ways I provide a bolt K, Fig. 8, whichcan be dropped in frontof the hatch to prevent the accidental closing of the hatch by themotion of the vessel. Sucha hatch can be unfailingly and instantlyclosed in cases of emergency by raising the retaining-bolt andsimultaneously grasping and pulling the wire rope or other connection L,by which the hatch is drawn across the opening. I also prefer to providea catch M, which when the hatch is closed will engage with one of aseries of notche's M and lock the hatch in the closed position, thuspreventing the rebound of the hatch when it is closed very rapidly.

IIO

'as may-be required.

The ladder or companion'steps N and handrail N have a gap in them toadmit of closing the companion-way without interfering with the stepsand rail. The upper end of the lower part of the ladder is supported bybrackets N attached to the deck-beams clear of the hatch, and the upperpart of the ladder is fixed to the coamings of the hatchway. The hatchmay be constructed to move athwartships or fore and aft.

The lower security-deck hereinbefore referred to is shown in Fig. 10 andmarked 1. I make the decks air and water tight, and I provide suitablepacking wherever required to prevent air, water, or fire from passingfrom deck to deck. It is obvious, therefore, that with the security-deckand improved hatches above described and with decks made air and watertight the hold will when the hatches are closed be hermetically sealed,and it will therefore be possible to pump air into the hold to sustainthe ship in certain cases and prevent material loss of freeboard shouldthe ships bottom be broken. It will also be possible to withdraw airfrom the hold in case of tire. For these purposes I provide a permanentsystem of piping 2, Fig. 10, preferably passing fore and aft on or underone of the upper decks well above the water-line, with branch services 3leading from the main service 2 to each hold in the severalcompartments. ice-pipe are furnished with suitable valves or cocks forclosing and opening the passages The piping2 is connected to one or toall of the available pumps. The said piping is further utilized fordrawing off leakage or drainage from cargo in lieu of the present formof scuppers and sluicevalves. For this purpose each deck if or whenconstructed with waterways or channels for water-drainage is fitted witha small well and rose-box, to which the branches 3 are led, asindicated. The various connections are preferably under control and areregulated by suit able valves and cocks. By these means the decks can beeffectively drained, while insuring the complete isolation of theseveral compartments, so that in case'of accident to one compartment thedrainage-pipes do not form channels by which water would pass to theother compartment, as do the scuppers and drainage-pipes in thearrangements hitherto in use. By the same system of pipes air can bepumped into any hold or compartment or can be exhausted therefrom, asmay be required, and steam or gas that will not support combustion maybe introduced into a compartment to extinguish a tire therein.

Indicators may be provided for indicating the pressure of air or waterin any compartment liable to fill with water in case of accident, andother indicators may be provided for denoting the temperature in case offire. The ventilators communicating with the holds are placedsiifficiently high to prevent Overflow of water at the top and allacces- The said branches and the main servsories-such as sounding-wells,ventilators, pump connections, scuppers, and aperturesmust be madesufficiently strong to withstand the pressure that may come upon them inthe event of accident to the ship and to provide against the leakage ofair.

What I claim is- 1. A ships lower deck constructed and stayed so as toform a horizontal bulkhead and capable of resisting the upward pressureof water that may come upon it in case the ships bottom is broken, incombination with a system of sectional sliding hatches introducedbetween the stanchions immediately beneath the deck-beams, means forsecuring the hatches when closed by pressing them upward against theirseats, and means for supporting the weight of cargo above the hatch,substantially as described.

2. The combination with a ships lower deck, of a system of hatchesplaced immediately beneath the deck-beams, guides in which the system ofhatches can slide, means for securing the hatches when closed bypressing them upward against their seats, and removable beams across thehatchway for supporting the weight of the cargo above the hatcheswithout taking up space to displace the cargo and for strengthening thehatches, substantially as described.

3. The combination with a ships deck of a hatch which slides in guidesbeneath the deck-beams and is secured by pressing the sam e upwardagainst its seat,removable beams placed across the hatchway to supportthe weight of cargo above the hatch and to strengthen the hatch, and ashield or sheath for the hatch and guides to prevent the cargo below thedeck from interfering with the opening and closing of the hatch,substantially as described.

4. The combination with a ships deck of a hatch that slides inroller-guides beneath the deck-beams, a seating formed by the coamingsof the hatchway, india-rubber seatingrings in the hatch, bolts forsecuring the hatch when closed by pressing it upward against itsseating, and removable beams between the coamings of the hatchway tostrengthen the hatch and to support the cargo above the hatch,substantially as described.

5. The combination with a ships deck of a plurality of hatches thatslide in roller-guides underneath the deck-beams, a seating formed bythe coamings of the hatchway, india-rub ber seating-rings in thehatches, bolts for securing the hatches when closed by pressing themagainst their seats,and removable beams for strengthening the hatch andfor supporting the cargo on top of the hatch, some of said beams beingconstructed to form guides for the hatches, substantially as described.

6. The combination with a ships deck, of a companion-hatch that slidesin roller-guides beneath the deck-beams, means for securing the hatchwhen closed bypressing it upward against its seating, andcompanion-steps and Ward a-galnstlts seating, conipanlon-steps andrailformed with a gap to allow the hatch to same, and a catch engagingwith notches in move to and fro, substantially as described. the hatchto prevent the rebound of the hatch 7, The combination with a shipsdeck, of a when it is rapidly closed, substantially asdecompan-ion-hatch that slides in roller-guides scribed.

beneath the deck-beams, aseating formed by i In testimony whereof I havehereunto set the coamings of the hatchway, aseating-ring my hand this 2dday of December, 1896.

in the hatch, bolts for pressing the hatch upl GEORGE ALBERT OH ADDOCKrail formed with a gap to allow the hatch to 1 Witnesses: move to andfro, a wire 01" like connection REG. G. LAYTON, fastened to the hatchfor rapidly closing the H. II. WARD.

